Switch.



No. 760,200. PATE'NTED MAY 17,1904.

I. F. HARRIS.

SWITCH.

' APPLICATION IILE'D 11113.15, 1904.

NO MODEL.

2 SHEETS-SHEET 1.

[Pu/n EHOrn/s.

Guyana;

m: uoams PETERS m. mom-Limo ms umm'ou. u. c.-

PATENTVED MAY 17, 1904.

I. F. HARRIS..

I SWITCH.

APPLICATION TILED IEB.15, 1904.

2 sums-sum 2.'

no menu,

k m m 1 L-ui'n Wanna/a UNITED STATES Patented May 1'7, 19 04.

PATENT OE IcE.

. IRVIN F. HARRIS, OF FROST, TEXAS.

SWITCH.

SPECIFICATION forming part of Letters'Patent No. 760,200, datedgMay 17,1904. Applicationfiled Pehruary 16,1904. Serial No. 193,614. (No modelJ To all it may cortcerrt:

Be it known that I, IRVIN F. HARRIS, a citizen of the United States, residing at Frost, in the county of Navarro and State of Texas, have invented a certain new and useful Switch, of

which th e. following is a specification, reference being had thereinto the accompanying drawings. 3 This invention relates to automatic switches,

the objectin view being to provide means whereby a switch is automatically operated I by a moving-train either for the purpose of opening or closing the switch, the said means being under the control of the engineer, who without stopping the. train may open the switch and run his train onto the switch-rails or a siding withoutslowing up the train fur-f ther than is necessary to avoid derailing the train when passingfrom the mainline to the switch or siding.

A further object of the invention is to so construct and arrange the parts of the switch and the operating mechanism that simplicity and reliability are obtained without resort to delicate parts which would render the mech anism liable to get out of order. 1 j

With the above and otherobjec'ts in view, the nature of which will more fully appear as- -the description proceeds, the invention con-;

sists in the novel construction, combination,- and arrangement of parts,as hereinafter fully described, illustrated, and claimed.

In the accompanying drawings, Figure IFISIB aperspective view of a switch embodying the present invention. Fig. 2 is a detail sectiom showing one of the cams or spreaders in its.

relation to one ofthe switch-rails. Fig. 3 is a cross-section taken in line with the rocking switch-shaft, showing the relation existing between the cams or spreaders and the main andswitch rails. Fig.4 is a perspective view of the rockingswitch shaft and the cams thereon. Fig. 5 is an enlarged detail section showing one of the trip-levers and the plate sponding partsin all the figures of the drawings.

Referring to the drawings, 1 and 2 designate the main rails adjacent to a switch, and 3 and 4 designate the switch-rails, the rail 4 forming a portion of the main line and the rail 3 forming a portion of the siding. The rail 3 terminates in a po'int 5,"which isadapted to lie close to the main rail 1, while the rail 4 terminates in a point 6, which'is adapted to lie close to the rail 2, as showninFig. 1. The rails 3 and-4 are further connected by. means of stay rods or braces 7, arrangedat suitable intervals, so as to cause both of said rails to move simultaneously together in the same direction when acted upon by the operating mechanism hereinafter described.

The mechanism for operating the switch.

comprises, essentially, a rotatably-mounted .rock shaft 8, which extends transversely across the: road-bed at'a short distance from the extremities 5 and 6"of the switch-rails, said shaft being journaled in suitable bearings on the road-bedQ At'a pointimmediately in line with the space between the rails 1 and 3 a cam 9 is mounted fast on the shaft 8, and a similar cam 10 is' mountedfast I'f'the shaft in line with the space between 6115 5113 2 and 4. Each camis in'the form of a circular wedge, as best shown'in Figs. 3 and 14, in which it will be'observed that the outer face' of each cam is at. right angles to theshaft 8,1while the :inner face thereof isma'de slanting iorat an a' angle oblique to the" opposite face; In this wayeach cam is provided with a h thin edge, or, in other words, th

'ually tapers from a thick" edgeato e side to a thin edge at a diametricallyjeiipdsitepoint. It will also be observed that thethin edge of one cam is located on theopposite side of the shaft from thethin edge of the other cam.

Therefore when thethick edge oflone cam is I up the thick edge of the Othei'ea'mfiiS turned down, as clearly shown in Fig.3. The upper edge portions of the cams rest and I operate at all times between the railsabove them. The shaft 8 is capable of rockingjor oscillating to a limited extent only, and in order to limit such rocking movements in opposite direetions one of the cams is provided with a stop shoulder or lug 11, which by coming in contact with the base of one of the rails arrests the movement of the shaft in one direction, while a similar shoulder or lug on the other cam cooperates with the base of the adjacent rail and limits the rocking of the shaft in the'opposite direction. In this way a certain throw is given to the cams and transmitted to the switch-rails for shifting the latter to one side or the other, and thereby closing or opening the switch, according to the direction of rotation of'the rock-shaft.

The rock-shaft 8 is continued beyond the cam 10, where it is operatively connected by suitable beveled gearing 12 with the vertical stem or shaft l3'of a semaphore 14', which serves to indicate to the engineer whether the switch is closed 'or' open." If desired, any suitable handle or lever' may be associated with the semaphore-shaft, so that the switch may be operated by hand in addition to the automatic 'walls of the slot through which the'lever passes, as sho'w'ri'a't 18 ,"the upper and lower walls of the s'lot'beingreversely beveled, and

thereby forminglimit'ing shoulders for ar-' resting the swinging movement of the lever and also preventing accumulation of dirt in the slot in the plate The'upper arm of the lever 15 projeetssufiiciently to be acted upon by the switch throwing 'device on the train, while the lower arm of the lever has pivot, ally connected thereto one en'd of a connecting-rod 19, theop'posite end of which is piv otally connected to the earn atthe point 20, as shown in Fig.1. Another trip-"lever 21 is arranged at a suitable point in the track on the opposite "side of the "terminals of the rails 3 and 4Efrom that on which the lever'15 is located, the lever '21 corresponding 'in' all parts with theleve'r and having a connecting-rod 22 attached thereto at one end and pivotally attached at-the other end to the cam' '9 at th'epoint 23,:as shownin Fig. 1. Still another trip-lever 231s mounted adjacent to the rail 1 opposite the first-described lever 15, as shownin Fig. '1', but'is arranged at the innerside of the railin" contradistinction to the levers 15 and 21 at 'the'outside of the ""rails. The levers 15 and 21 areadapted'to be operated by a switch-throwing device carried by the train, whereas'the lever 23 is operated by theflange of'the rearmost wheel of the train in backing toward the point of the switch, as will hereinafter appear.

In order that the trip-lever 23 may yield Figs. 7 and 8.

pivotal movement of said thrower.

to allow the wheels to pass by it without operating the switch when moving in one direction, said lever is made sectional and folding, or, in other words, comprises the main section 2 1, which is pivoted at 25, and a hinged section 26, which is fulerumed on the pivot 25 and provided with a limiting shoulder or arm 27, which bears against one side or edge of the section 24, thereby causing both sections to rock or vibrate together when pressed in the direction indicated by the arrow in Fig. 6. When, however, pressure is exerted on section 26 in the opposite direction, it tilts on the pivot 25 and allows the flange of each wheel to pass by it, the section 26 being restored to its normal position (shown in Fig. 6) by means of a spring 28, passing around the pivot 25 and havingits opposite ends secured to the lever-sections, as shown at 29. The lower end of the lever has pivotal] y connected thereto at 30 a connecting-rod 31, which extends to and pivotally connects with the cam 9, as shown in Fig. 1. i

'- "In order to operate the switch, a switchthrower in the form of a pivoted lever or arm is mounted on one of the uprights 32 of the pilot-frame of the locomotive, as shown in Said lever is fulerumed on a journal 33, which is parallel to the length of the rail adjacent to which it operates, so that the switch-thrower swings laterally with respect to the direction of movement of the train. The thrower-lever-is fulerumed inter- }mediate'its ends, asshown in Fig. 7, and the lower arm 34 of said lever projects downward "on the outside of the rail, so as to come in contact with one or the other ofthe levers 15 and 21, so as to vibrate the lever and operate the switch. The upper arm ofthe lever is weightedon one side, as shown at 35, to cause it to normallyswmg to a substantially horizontal position when released by the operating-cord 36, which leads through suitable guides to a point within reach-of'the engineer, who, by pulling on the cord, may rock the switchthrower to the position shown in Fig. 7, when it becomes operative. In order to avoid strain and jar on the switch-thrower, the pivot 33 preferably consists of a pin or bolt which passes through the pilot-frame and is encircled by a spring 37, interposed between the frame and a collar or nut 38011 the end of the .bolt- Thus when the arm 34 strikes one of the trip-levers it may yield backward to relieve the concussion of the blow. The extremity ofthe bolt 33 rests against a stop in the form of a bracket 39, connected to the pilot-frame, which serves to prevent the spring 37 from holding the switch-thrower too tightly against the pilot-frame to allow of the frlee T 1e thrower is further provided with a shoulder 10, which is adapted to come in contact with a corresponding shoulder 11 on the pilotframe for properly positioning the thrower whenin position to cooperate with the triplevers on the road-bed.

By means of the construction hereinabove described the engineer by setting the switchthrower may open or close the switch while the train is moving, the operation being safely per- 5 formed while the train is running at considerable speed-for example, a speed which will be safe for the train while passing from the main track onto a switch. Suppose a train to be approaching the point of the switch. The switchthrower then comes 'in contact with the trip-lever 15 and opens the switch, so as to pass-onto the siding, the lever15,through the connectingrod 19, serving to rock the shaft 8 and move the thick portion of the cam 10 between the rails 2 and 4 and the thin portion of cam 9 between the rails l and 3, thereby opening the switch.

vWhen the train is moving along the main member or section 26 of. the trip-lever 23,

yields downward out of the way without having any effect on the switch-operating mechanism. The spring trip-lever is especially designed for use at the two outstanding points of a railway Y, but may also be used in place of the trip-levers and 21.

Changes in the form, proportion, and minor details of construction may be resorted'to without departing from the principle or sacrificing any of the advantages of the invention.

erable by a moving train for actuating said cams.

3. In a railway-switch,the combination with the main rails and switch-rails, of rotatablymounted cams having wedge-shaped portions which work between the main rails and switchrails, and means operable by a moving train for turning said cams.

4:. In a railway-switch,the combination with the main rails and switch-rails, of rotatablymounted cams the outer edges of which gradually increase in thickness from one point to Having thus deseribed the invention, what is of the main rails and switch-rails, and means operable by a moving train for turning said cams.

another and work between the adjacent faces 5. In a railway-switch,the combination with the main rails and the switch-rails, of rotatably-mounted cams having wedge-shaped edges which work between the main rails and switch-rails, means for causing said cams to move in unison, and trip-levers located at a distance from the cams and operatively connected therewith.

6. In a railway-switch,the combination with the main rails and switch-rails, of a rock-shaft extending transversely across the track, diskshaped cams mounted fastthereon and having edges which gradually increase in thickness from one side to the other and Work between the main and switch rails, the thin edge of one cam being arranged on the opposite side of the shaft from the thin edge of the other, and trip-levers arranged at a distance from the shaft and operatively connected therewith.

7. In a railwayswitch,the combination with v the main rails and the switch-rails, of a shaft extending transverselyacross the track, diskshaped cams mounted on said shaft and provided with thick and thin edges working between the rails, the thick and thin edges of the cams being reversely disposed, shoulders on the cams for limiting their turning movernent in opposite directions, and trip-levers arranged at a distance'from the shaft and 0p eratively connected therewith.

. 8. Ina railway-switch, the combination with the main rails and the switch-rails, of rotatably-mounted cams having thick and thin portions which work between the switch-rails, and main rails, a rock-shaft connecting said cams to cause them to turn in unison, and a sectional and folding trip-lever arranged at a distance from said shaft and operatively connected therewith said lever comprising a section which yields in one direction without operating the lever and which causes the lever to move when pressed in the opposite direction.

9. In a railway-switch,the combination with a shiftable switch and a trip-lever'for operating the switch, of a switch-throwing device carried by a moving train and consisting of a means for moving the thrower-lever into and out of its operative position.

1.0. In arailway-switch, the combination.

the movement of and positioning the throw ing-rlever, a spring c'onneted with the throwing-lever for allowing the same to yield upon coming in contact with the trip-lever, and means for relieving the tenslon of sald spring" so as to allow the throwing-lever to be moved freely to its operative or inoperative position,

substantially as described.

In testimony whereof I aiiix my signature in presence of two Witnesses.

.IRVIN F. HARRIS.

'Witnesses:

L. M. ALLEN, FRED. WAKEFIELD. 

